EP3140561B1 - Coupling device with eddy current brake with reduced air gap - Google Patents
Coupling device with eddy current brake with reduced air gap Download PDFInfo
- Publication number
- EP3140561B1 EP3140561B1 EP15726526.5A EP15726526A EP3140561B1 EP 3140561 B1 EP3140561 B1 EP 3140561B1 EP 15726526 A EP15726526 A EP 15726526A EP 3140561 B1 EP3140561 B1 EP 3140561B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- layer
- brake
- eddy current
- stator
- air gap
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
- F16D27/02—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor with electromagnets incorporated in the clutch, i.e. with collecting rings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D27/00—Magnetically- or electrically- actuated clutches; Control or electric circuits therefor
- F16D2027/008—Details relating to the magnetic circuit, or to the shape of the clutch parts to achieve a certain magnetic path
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2250/00—Manufacturing; Assembly
- F16D2250/0084—Assembly or disassembly
Definitions
- the invention relates to an eddy current brake for a clutch device, comprising a brake rotor with an electrically conductive braking region, which is movable in a magnetic field formed by a coil, according to the preamble of claim 1.
- a coupling device which comprises an electric actuator, e.g. includes an eddy current brake.
- the eddy current brake comprises an electrically conductive braking region, e.g. a metallic disc that is moved in a controllable magnetic field that is producible by a coil.
- Such a clutch with eddy current brake is in the German patent application 10 2013 223 044.3 disclosed.
- the local eddy current brake has a central coil and given by the special design in which the coil is opposite only one side surface of the metallic brake disc, a very space-saving arrangement of the coil assembly is given at the same time large effective eddy current surface.
- the inventors have set themselves the task to increase the safety of the coupling device of the prior art.
- a clutch device has an actuating device, wherein the actuating device has an electric eddy current brake, wherein the eddy current brake has a brake stator with at least one coil and a brake rotor with a braking region, wherein the braking region has a first layer which is electrically conductive and which has a first side surface and a second side surface, the first side surface facing the spool and the second side surface facing away from the spool, and the braking region having a second layer that is magnetic and that is bonded to the second side surface.
- the existing air gaps can be minimized compared to the prior art. So it is now possible to have an air gap between the back and the second layer and the adjacent component, e.g. a part of the Bremsenstators, is available to enlarge, since the magnetic circuit no longer has to close primarily on this air gap. Thus, the malfunction is avoided by the contact of the brake rotor with the corresponding adjacent component. Due to the second layer arranged on the second side surface, the magnetic circuit can now advantageously already close in the brake stator and the magnetic field does not extend over a second air gap between two components moving relative to one another.
- the total thickness of the path of the magnetic field is reduced by air gaps and thus further increases the magnetic flux density and thus the braking torque of the eddy current brake.
- the second layer increases the heat capacity of the brake rotor so that it heats up less during the generation of a braking torque (for example for the engine start or during overrun for the combustion of the combustion engine).
- the coupling device is preferably a coupling device for a drive train of a motor vehicle, wherein the drive train comprises an internal combustion engine, an electric machine with a stator and a rotor and a transmission device, wherein the coupling device in the drive train between the internal combustion engine on the one hand and the electric machine and the transmission device on the other can be arranged or arranged.
- the coupling device is in particular for starting and / or connecting the Internal combustion engine in the drive train of a hybrid vehicle set up. It is particularly preferably a connection clutch (so-called E-clutch) for a hybrid drive train.
- E-clutch connection clutch
- it is a, preferably dry, multi-plate clutch.
- it is integrated in a rotor of the electric machine of the drive train.
- connection clutch is preferably set up to couple the internal combustion engine to the drive train or decouple it from the drive train.
- the coupling device is preferably identical to that in the German patent application, with the exception of the embodiment according to the invention of the eddy current brake with two layers 10 2013 223 044.3 disclosed coupling with all its features, in particular the coupling of the local Fig. 2 ,
- the eddy current brake is preferably set up to generate a precontrol torque from a rotation of the rotor of the electric machine.
- the pilot torque is converted via the actuating device in a (partial) engagement of the coupling device.
- the generation of the pilot torque by the eddy current brake allows a fast connection of the internal combustion engine, the eddy current brake operates wear-free.
- the actuating device is preferably set up to open and close the clutch.
- the actuating device has two mutually rotatable ramps, by means of which an axial displacement of a pressure plate relative to a pressure plate of the coupling device by rotation is feasible.
- the actuating device has a planetary gear, which acts on the eddy current brake. By this planetary gear generated by the eddy current brake pilot torque is increased, thus increasing the effect of the eddy current brake.
- connection clutch is open, so that the internal combustion engine is decoupled from the drive train. If a higher power is needed or the electrical energy supply is running low, the engine is started by partially closing the cut-in clutch by the Zuschlopkupplung goes into overrun mode.
- the eddy current brake is preferably closed, so that the eddy current brake brakes one of the ramps within the engagement clutch, so that a rotational speed difference of the rotatable ramps arises, as a result of which the engagement clutch at least partially engages.
- the internal combustion engine is started by the electric motor.
- a freewheel closes, thereby fully engaging the engagement clutch.
- the internal combustion engine transmits a part of its torque via a connected to the freewheel, additional sun gear, and the planet and the ring gear of a planetary gear, on the ring gear side ramp so that the Zuschaltkupplung is fully engaged and then can transmit the entire torque of the internal combustion engine in train operation.
- the eddy current brake is opened, the disengagement of the clutch takes place, for example, by preloaded leaf or coil springs.
- the internal combustion engine is preferably switched off during or after the disengagement process.
- the brake stator is preferably a component which is rotatable relative to the brake rotor. He preferably has a central coil as the only coil.
- the central coil preferably has a rotationally symmetrical shape, preferably concentric with the axis of rotation of the eddy current brake.
- the brake stator preferably has a first claw pole with first pole claws and a second claw pole with second pole claws. In this case, the central coil is preferably encompassed by the first claw pole with its first pole claws and the second claw pole with its second pole claws.
- the first claw pole preferably has a disc section.
- the disk portion preferably has a radially outer edge.
- the first pole claws are preferably arranged on the radially outer edge of the disc section.
- the first pole claws are preferably at least partially angled to the disc portion of the first claw pole approximately at right angles.
- the first pole claws are preferably distributed on the disc portion of the first claw pole in the circumferential direction. Gaps are preferably formed between the first pole claws.
- the second claw pole preferably has a disc section.
- the disk portion preferably has a radially outer edge.
- the second pole claws are preferably arranged on the radially outer edge of the disc section.
- the second pole claws are preferably at least partially angled to the disc portion of the first claw pole approximately at right angles.
- the second pole claws are preferably distributed on the disc portion of the second claw pole in the circumferential direction. Gaps are preferably formed between the second pole claws.
- the first claw pole and the second claw pole are preferably arranged with their disk sections parallel to one another and spaced apart from one another.
- the first pole claws and / or the second pole claws preferably each have a free end.
- the first claw pole and the second claw pole are preferably arranged such that the free ends of the first pole claws and the free ends of the second pole claws are opposed to each other.
- the first pole claws and the second pole claws preferably interengage alternately.
- the first pole claws preferably engage in the gaps formed between the second pole claws.
- the second pole claws preferably engage in the gaps formed between the second pole claws.
- the free ends of the first Polklauen and / or the free ends of the second Polklauen are each made narrow tapered.
- the brake stator preferably has an inner stator which has the (central) coil and preferably the claw poles, and the brake rotor is located at least partially radially outside the inner stator.
- the brake rotor is preferably a component which is rotatable relative to the brake stator.
- the eddy currents can be generated by a magnetic field emanating from the brake stator.
- the braking region is preferably a cylinder jacket-shaped and / or a disk-shaped partial region of the brake rotor.
- the brake rotor is disc-like, more preferably pot-shaped, i. it has a radially extending, preferably disk-shaped section or bottom section and an axially extending, preferably cylinder jacket-shaped section or wall section. He can be one-piece or multi-piece.
- the brake region is preferably part of the radially extending portion and / or the axially extending portion or the radially extending portion and / or the axially extending portion are formed by the braking region.
- the braking area is at least partially radially outside of the inner stator.
- the brake rotor has a pot-like shape with a wall portion as the braking portion, and the wall portion is disposed radially outside of the inner stator.
- the inner stator preferably has pole claws, which lie directly opposite the braking region and are spaced therefrom by an air gap.
- the brake rotor preferably also has a bottom portion and is arranged with this bottom portion on the disk portion of the second claw pole with an intermediate distance, wherein preferably bottom portion and disk portion are arranged parallel to each other.
- the first layer (also denoted as first material layer) of the braking region preferably has a maximum thickness of 10 mm, preferably 5 mm, particularly preferably 1 mm. Particularly preferably, it has a (substantially, ie, for example, with a tolerance of ⁇ 0.1 mm) constant thickness. From the mechanical and thermal point of view, the largest possible material thickness or thickness (5-10 mm) should be selected. In addition, the resistance (larger cross section) decreases with the largest possible material thickness whereby the position of the maximum torque can be optimized. The real material thickness, however, is mainly influenced by the choice of material.
- the material thickness of para and diamagnetic materials is usually in the range of 1-3 mm.
- the first layer preferably consists of a (first) material which is electrically conductive, so that the eddy currents can advantageously form in it. It is preferably a very good electrically conductive material.
- the material preferably has an electrical conductivity of more than 15 ⁇ 10 6 S / m, more preferably more than 30 ⁇ 10 6 S / m (each at a temperature of 300 K).
- the first material is preferably iron, tungsten, nickel.
- the first material is brass, copper or aluminum.
- the choice of the electrically conductive material is usually carried out with regard to the geometric dimensions of the disc and the resulting relative speed of the "moving conductor" and the desired speed or effective range of the eddy current brake.
- the first and the second side surface of the first layer are preferably two boundary surfaces of the first layer that are preferably substantially parallel to one another.
- these are e.g. an inner and outer circumferential surface, in a disk-shaped braking area a front axial surface and rear axial surface of the.
- the first side surface faces the spool and the second side surface faces away from the spool. That preferred that the coil, more preferably the center of the coil, a smaller minimum distance to the first side surface than to the second side surface. In this way, by means of the coil as a result of a current flowing through the coil two magnetic poles are formed, which are both arranged on one side of the braking region, i. are closer to this side, so that the magnetic field of both poles, starting from the respective pole first penetrates the first side surface and only then the second side surface of the first layer of the braking region.
- closure of the magnetic circuit is forced beyond the first layer of the braking region from the viewpoint of the coil, so that, as a result, a magnetic field line has to pass through the first layer of the braking region twice, resulting in even more efficient eddy current generation.
- the second layer (also denoted as second material layer) preferably has a minimum thickness of more than 10 mm, preferably more than 5 mm, particularly preferably more than 1 mm. Particularly preferably, it has a (substantially, ie, for example, with a tolerance of ⁇ 0.1 mm) constant thickness. Material thickness or thickness is particularly preferably position-dependent. In principle, it should be determined so that a constant flux density results at the entire magnetic circuit - with maximum electrical coil power close to the saturation polarization of the material used. This leads to the best possible material utilization and can be achieved very easily eg by sintered components. On the other hand, if the claw poles are formed from sheet metal, it must be ensured that the greatest flux density occurs in the region of the poles. How out FIG. 2 As can be seen, the poles are also made tapered, so that sets a constant magnetic field in the air gap over the entire width.
- the second layer is magnetic, so that the magnetic circuit can advantageously close in it.
- the layer preferably consists of a (second) material with the highest possible magnetic permeability, particularly preferably a ferromagnetic material. It preferably has a relative permeability ⁇ r of at least 200, preferably at least 2000.
- the second layer consists of iron (with the highest possible degree of purity), low alloy steel or other alloy such as Mu metal or Fe-Si alloy.
- the second layer is preferably non-rotatable with respect to the first layer.
- the second layer is preferably non-rotatably connected to the second side surface of the first layer.
- the second layer is preferably non-rotatably connected to the brake rotor.
- the first layer is disposed between the second layer and the first side surface of the first layer.
- the second layer is attached to the second side surface of the first layer, or the first layer is attached to the second layer via the second side surface of the first layer.
- the one layer is preferably welded to the other layer, screwed or particularly preferably pressed or pressed.
- the second layer is preferably present in the circumferential direction of the brake rotor continuously in the braking area.
- the second layer is preferably point-symmetrical with respect to a point on the axis of rotation of the brake rotor.
- the braking region is at least partially designed as a cylinder jacket, and the second layer is formed from an annular material.
- the brake rotor preferably has a pot-like component made of an electrically conductive material, wherein the wall region of this component is part of the braking region.
- This wall portion is formed cylindrical barrel-shaped and on this wall portion outside (in the case of an inner stator), the annular preformed second layer attached.
- the second layer is attached by means of a press fit to the second side surface.
- the second layer is attached to the second side surface by a pressing-on process.
- the ring-shaped preformed second layer is pressed onto the wall region of the cup-shaped component of the rotor on the outside (in the case of an internal stator).
- the second layer is preformed in an annular manner and the pressing process involves pressing the annular preformed second layer onto a cylinder jacket-shaped wall region of the brake rotor.
- the second layer is arranged radially outside the first layer and the brake stator has an inner stator which contains the coil.
- the coil is disposed radially inside the first layer.
- the braking region can also have a large radius, so that the braking torque is very advantageous.
- a minimum air gap is present between the inner stator and the first layer which is smaller than a minimum air gap between the second layer and a stator component adjacent to the second layer.
- the brake rotor is spaced from the inner stator with the smallest air gap. This is possible because other air gaps lose influence because the magnetic circuit can already close in the second layer. By providing larger distances or air gaps relative to the second layer or other stator components, malfunctions in consequence of contact of the rotor with outer components of the stator can be avoided.
- a stator component is a component which is relatively rotatable relative to the brake rotor. It may be part of an inner stator or outer stator, preferably an outer stator.
- a minimum air gap is preferably understood to mean the air gap between two components at the location of the smallest distance of these parts.
- the extent of the second layer in the axial direction is greater than in the radial direction.
- the second layer is thicker than the first layer.
- the layer thickness ratio of the second layer to the first layer is preferably in the range from greater than 1: 1 to 1.5: 1, preferably greater than 1.5: 1, more preferably greater than or equal to 2: 1, most preferably greater than or equal to 4: 1. This results in each case advantageous ratios of magnetic permeability and electrical conductivity of the brake area. In practical application, layer thickness ratios of 1: 1-1.5: 1 achieve a sufficiently advantageous effect.
- FIG. 1 shows a coupling device 102 according to the invention with eddy current brake 300.
- the coupling device 102 has an actuating device 204, which in turn has an electric eddy current brake 300.
- the eddy current brake 300 has a brake stator 303 with at least one coil 320 and a brake rotor 302 with a braking region 323.
- the braking region 323 has a first layer 324 that is electrically conductive and that has a first side surface 324.1 and a second side surface 324.2.
- the first side surface 324.1 faces the coil 320 and the second side surface 324.2 faces away from the coil 320.
- the brake section 323 has a second layer 325 which is magnetic and which is connected to the second side surface 324.2.
- activation of the eddy current brake 300 i. by energizing the coil 320 generates a magnetic field, which generates eddy currents in the first layer 324.
- the second layer 325 closes the magnetic circuit (indicated by dashed lines) in the second layer 325 and thus already in the brake rotor 302.
- the magnetic field has yet to pass through another air gap, for example to an external stator.
- the distance to the outer stator or another component in the vicinity of the brake rotor 302 increases and thus the reliability can be increased.
- the brake rotor 302 gains in heat capacity, whereby overheating is better prevented and efficiency due to the smaller air gap distance of the magnetic circuit is achieved.
- FIG. 2 shows a perspective sectional view of the eddy current brake 300 according to the prior art. It has a Bremsenstator 303 and a brake rotor 302.
- the brake stator 303 has an inner stator 304 and an outer stator 306.
- Fig. 4 of the German patent application 10 2013 223 044.3 referenced the reference numerals of which are further used and which shows the inner stator 304 in more detail.
- the inner stator 304 has a first claw pole 308 with a disc portion 310 and pole claws, such as 312.
- the inner stator 304 has a second claw pole 314 with a disc portion 316 and pole claws, such as 318.
- the inner stator 304 has a central coil 320.
- the pole claws 312 of the first claw pole 308 are arranged on the disc section 310 radially outside.
- the pole claws 312 of the first claw pole 308 are each angled to the disc portion 310 in about 90 ° and each have a free narrow tapered end.
- the pole claws 312 of the first claw pole 308 are distributed on the disc portion 310 in the circumferential direction. Between the Polklauen 312 of the first claw pole 308 gaps are formed.
- the pole claws 318 of the second claw pole 314 are arranged on the disc section 316 radially outside.
- the pole claws 318 of the second claw pole 314 are each angled to the disc portion 316 at about 90 ° and each have a free narrow tapered end.
- the pole claws 318 of the second claw pole 314 are arranged distributed on the disc portion 316 in the circumferential direction. Between the Polklauen 318 of the second claw pole 314 gaps are formed.
- the first claw pole 308 with its disc section 310 and the second claw pole 314 with its disc section 316 are arranged on both sides of the central coil 320.
- the pole claws 312 of the first claw pole 308 and the pole claws 318 of the second claw pole 314 surround the central coil 320 radially on the outside.
- the free ends of the pole claws 312 of the first claw pole 308 and the free ends of the pole claws 318 of the second claw pole 314 are opposite to each other.
- the pole claws 312 of the first claw pole 308 and the pole claws 318 of the second claw pole 314 alternately engage each other.
- the first claw pole 308 and the second claw pole 314 surround the central coil 320 radially inward.
- the brake rotor 302 has a pot-like shape with a bottom portion 322 and a braking portion with wall portion and first layer 324.
- the brake rotor 302 is arranged with its bottom portion 322 on the second claw pole 314 and with its wall portion with the first layer 324 radially outside of the inner stator 304.
- the outer stator 306 is spoolless and has a thin, flat-ring-like shape.
- the outer stator 306 is magnetically permeable.
- the External stator 306 is disposed radially outside of the brake rotor 302.
- the inner stator 304 and the outer stator 306 are fixedly connected to a support member 326.
- the support part 326 has a flange portion and a boss portion.
- the support member 326 and the outer stator 306 form a housing-like receptacle for the inner stator 304 and the brake rotor 302.
- the first claw pole 308 is disposed on the flange portion of the support member 326.
- the hub portion of the support member 326 projects through a central recess of the inner stator 304.
- the brake rotor 302 is rotatably supported by a bearing 328 on the hub portion of the support member 326.
- Such an eddy current brake 300 has an air gap between the outer stator 306 and the first layer 324, and the magnetic circuit must additionally close over this air gap.
- FIG. 3a shows a sectional view of an eddy current brake 300
- FIG. 3b shows a sectional view of the eddy current brake according to the invention Fig. 3 along AA.
- This eddy current brake builds up Fig. 1 and Fig. 2 on.
- brake rotor 302 has a second layer 325 in braking region 323, that is to say here wall section with first layer 324, and it is not absolutely necessary for outer stator 306 to be necessary. Otherwise, it preferably has the same features as the eddy current brake 300 Fig. 2 and Fig. 1 on.
- the braking region 323 is at least partially cylindrical jacket-shaped and the second layer 325 is formed from an annular material.
- the second layer 325 is attached to the second side surface 324.2 by means of a press fit.
- the second layer 324.2 is disposed radially outward of the first layer 324.1, and the brake stator 303 has an inner stator 304 containing the coil 320.
- the extent of the second layer 325 is greater in the axial direction than in the radial direction.
- the second layer 325 is thicker than the first layer 324.
- the magnetic circuit runs along the indicated path from 1 via 2 to 3. From a pole claw 318 of the second claw pole 314 here, it passes over the air gap between the inner stator 304 and the first layer 324 of the brake rotor 302. It penetrates the first layer 324 (see 1) and merges into the second layer 325, where it tangentially enters Direction of the two adjacent pole claws 312 of the first Claw pole 308 distributed (see 2) and back again over the first layer 324, the air gap between the inner stator 304 and the first layer 324 (see 3) in the first claw pole 308 runs.
- the magnetic circuit runs only over an air gap instead of as in Fig. 2
- the safety is thus increased and also the efficiency, since one can refrain to keep the distance between an external stator or similar component low and because the thermal capacity is higher ,
- a clutch device with an eddy current brake with reduced air gap has been presented.
- the magnetic circuit is not as previously on the outer stator, but via a co-rotating with the brake rotor (eg a brake disc) additional layer (eg in ring form), closed.
- the brake rotor eg a brake disc
- additional layer eg in ring form
- This is preferably made of a material with the highest possible permeability and pressed directly onto the eddy current ring.
- the reduced air gap further increases the magnetic flux density in the air gap and thus the braking torque of the eddy current brake.
- this variant has the advantage that increases the thermal mass of the disc and thus this less heated in the generation of the braking torque for the engine start (or in overrun for coupling the combustor).
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Mechanical Engineering (AREA)
- Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)
Description
Die Erfindung betrifft eine Wirbelstrombremse für eine Kupplungsvorrichtung, umfassend einen Bremsenrotor mit einem elektrisch leitenden Bremsbereich, welcher in einem, durch eine Spule ausgebildeten Magnetfeld bewegbar ist, gemäß dem Oberbegriff des Anspruchs 1.The invention relates to an eddy current brake for a clutch device, comprising a brake rotor with an electrically conductive braking region, which is movable in a magnetic field formed by a coil, according to the preamble of claim 1.
In Hybridfahrzeugen sind zum Antrieb des Hybridfahrzeuges häufig ein Verbrennungsmotor und ein elektrischer Fahrmotor vorgesehen. Das Hybridfahrzeug kann dabei entweder nur durch den Verbrennungsmotor, nur durch den elektrischen Fahrmotor oder durch beide angetrieben werden. Um bei rein elektrischem Fahrbetrieb den Verbrennungsmotor zu starten oder diesen an den Antriebsstrang anzukuppeln, ist eine Kupplungsvorrichtung vorgesehen, welche einen elektrischen Aktuator, z.B. eine Wirbelstrombremse umfasst. Die Wirbelstrombremse umfasst einen elektrisch leitenden Bremsbereich, z.B. eine metallische Scheibe, welcher in einem steuerbaren Magnetfeld bewegt wird, das von einer Spule erzeugbar ist. Bei der Bewegung der metallischen Scheibe in dem Magnetfeld werden in dieser Spannungen und in dessen Folge Wirbelströme induziert, die ihrerseits eigene, dem äußeren Magnetfeld entgegengesetzte Magnetfelder erzeugen, die die elektrisch leitende Fläche abbremsen. Dadurch wird die Momentenkennlinie der Kupplung eingestellt.In hybrid vehicles, an internal combustion engine and an electric traction motor are often provided for driving the hybrid vehicle. The hybrid vehicle can be driven either only by the internal combustion engine, only by the electric traction motor or by both. In order to start the internal combustion engine or to couple it to the drive train in purely electric driving, a coupling device is provided, which comprises an electric actuator, e.g. includes an eddy current brake. The eddy current brake comprises an electrically conductive braking region, e.g. a metallic disc that is moved in a controllable magnetic field that is producible by a coil. During the movement of the metallic disk in the magnetic field, eddy currents are induced in these voltages and as a consequence eddy currents, which in turn generate their own magnetic fields, which are opposite to the external magnetic field, and which decelerate the electrically conductive surface. As a result, the torque characteristic of the clutch is adjusted.
Eine solche Kupplung mit elektrischem Aktuator ist in der
Eine solche Kupplung mit Wirbelstrombremse ist in der deutschen Patentanmeldung
Aus der
Bezüglich weiteren Standes der Technik wird auf die
Die Erfinder haben sich die Aufgabe gestellt, die Sicherheit der Kupplungseinrichtung des Stands der Technik zu erhöhen.The inventors have set themselves the task to increase the safety of the coupling device of the prior art.
Diese Aufgabe wird mit den in Anspruch 1 angegebenen Maßnahmen gelöst.This object is achieved with the measures specified in claim 1.
Weitere vorteilhafte Ausgestaltungen der vorliegenden Erfindung sind Gegenstand der abhängigen Ansprüche.Further advantageous embodiments of the present invention are the subject of the dependent claims.
Eine Kupplungsvorrichtung weist eine Betätigungseinrichtung auf, wobei die Betätigungseinrichtung eine elektrische Wirbelstrombremse aufweist, wobei die Wirbelstrombremse einen Bremsenstator mit wenigstens einer Spule und einen Bremsenrotor mit einem Bremsbereich aufweist, wobei der Bremsbereich eine erste Schicht aufweist, die elektrisch leitend ist und die eine erste Seitenfläche und eine zweite Seitenfläche aufweist, wobei die erste Seitenfläche der Spule zugewandt ist und die zweite Seitenfläche der Spule abgewandt ist, und wobei der Bremsbereich eine zweite Schicht aufweist, die magnetisch ist und die mit der zweiten Seitenfläche verbunden ist.A clutch device has an actuating device, wherein the actuating device has an electric eddy current brake, wherein the eddy current brake has a brake stator with at least one coil and a brake rotor with a braking region, wherein the braking region has a first layer which is electrically conductive and which has a first side surface and a second side surface, the first side surface facing the spool and the second side surface facing away from the spool, and the braking region having a second layer that is magnetic and that is bonded to the second side surface.
Hierdurch kann einerseits weiterhin eine kompakte Bauform beibehalten werden. Andererseits können gleichzeitig die vorhandenen Luftspalte im Vergleich zum Stand der Technik minimiert werden. So ist es nun möglich, einen Luftspalt, der zwischen der Rückseite bzw. der zweiten Schicht und dem angrenzenden Bauteil, z.B. ein Teil des Bremsenstators, vorhanden ist zu vergrößern, da sich der magnetische Kreis nun nicht mehr primär über diesen Luftspalt schließen muss. Somit wird die Fehlfunktion durch die Berührung des Bremsrotors mit dem entsprechenden angrenzenden Bauteil vermieden. Durch die an der zweiten Seitenfläche angeordnete zweite Schicht kann sich der magnetische Kreis nun vorteilhaft bereits im Bremsenstator schließen und das Magnetfeld verläuft nicht, über einen zweiten Luftspalt zwischen zwei relativ zueinander bewegten Bauteilen. Somit wird insgesamt die Dicke des Wegs des Magnetfelds durch Luftspalte reduziert und somit wird weiterhin die magnetische Flussdichte und damit das Bremsmoment der Wirbelstrombremse gesteigert. Weiterhin wird durch die zweite Schicht die Wärmekapazität des Bremsrotors erhöht, so dass dieser sich bei der Generierung eines Bremsmoments (z.B. für den Motorstart oder im Schubbetrieb zur Ankopplung des Verbrenners) weniger erwärmt.As a result, on the one hand continue to be maintained a compact design. On the other hand, at the same time the existing air gaps can be minimized compared to the prior art. So it is now possible to have an air gap between the back and the second layer and the adjacent component, e.g. a part of the Bremsenstators, is available to enlarge, since the magnetic circuit no longer has to close primarily on this air gap. Thus, the malfunction is avoided by the contact of the brake rotor with the corresponding adjacent component. Due to the second layer arranged on the second side surface, the magnetic circuit can now advantageously already close in the brake stator and the magnetic field does not extend over a second air gap between two components moving relative to one another. Thus, the total thickness of the path of the magnetic field is reduced by air gaps and thus further increases the magnetic flux density and thus the braking torque of the eddy current brake. Furthermore, the second layer increases the heat capacity of the brake rotor so that it heats up less during the generation of a braking torque (for example for the engine start or during overrun for the combustion of the combustion engine).
Die Kupplungsvorrichtung ist bevorzugt eine Kupplungsvorrichtung für einen Antriebsstrang eines Kraftfahrzeugs, wobei der Antriebsstrang eine Brennkraftmaschine, eine elektrische Maschine mit einem Stator und einen Rotor und eine Getriebeeinrichtung aufweist, wobei die Kupplungsvorrichtung in dem Antriebsstrang zwischen der Brennkraftmaschine einerseits und der elektrischen Maschine sowie der Getriebeeinrichtung andererseits anordenbar oder angeordnet ist. Die Kupplungsvorrichtung ist insbesondere zum Starten und/oder Zuschalten der Brennkraftmaschine im Antriebsstrang eines Hybridfahrzeuges eingerichtet. Sie ist besonders bevorzugt eine Zuschaltkupplung (sog. E-Clutch) für einen hybriden Antriebsstrang. Bevorzugt ist sie eine, bevorzugt trockene, Lamellenkupplung. Bevorzugt ist sie in einen Rotor der elektrischen Maschine des Antriebsstrangs integriert. Die Zuschaltkupplung ist bevorzugt eingerichtet, die Brennkraftmaschine an den Antriebsstrang anzukoppeln bzw. vom Antriebsstrang abzukoppeln. Die Kupplungseinrichtung ist bevorzugt bis auf die erfindungsgemäße Ausgestaltung der Wirbelstrombremse mit zwei Schichten identisch zu der in der deutschen Patentanmeldung
Die Wirbelstrombremse ist bevorzugt eingerichtet, ein Vorsteuermoment aus einer Rotation des Rotors der elektrischen Maschine zu erzeugen. Bevorzugt wird das Vorsteuermoment über die Betätigungseinrichtung in ein (teilweises) Einrücken der Kupplungsvorrichtung umgeformt. Das Erzeugen des Vorsteuermomentes durch die Wirbelstrombremse ermöglicht ein schnelles Zuschalten des Verbrennungsmotors, wobei die Wirbelstrombremse verschleißfrei arbeitet.The eddy current brake is preferably set up to generate a precontrol torque from a rotation of the rotor of the electric machine. Preferably, the pilot torque is converted via the actuating device in a (partial) engagement of the coupling device. The generation of the pilot torque by the eddy current brake allows a fast connection of the internal combustion engine, the eddy current brake operates wear-free.
Die Betätigungseinrichtung ist bevorzugt eingerichtet, die Kupplung zu öffnen und zu schließen. Bevorzugt weist die Betätigungseinrichtung zwei zueinander verdrehbare Rampen auf, mittels welcher eine axiale Verschiebung einer Anpressplatte gegenüber einer Druckplatte der Kupplungsvorrichtung durch Verdrehung durchführbar ist. Bevorzugt weist die Betätigungseinrichtung ein Planetengetriebe auf, auf welches die Wirbelstrombremse einwirkt. Durch dieses Planetengetriebe wird das von der Wirbelstrombremse erzeugte Vorsteuermoment verstärkt und somit die Wirkung der Wirbelstrombremse erhöht.The actuating device is preferably set up to open and close the clutch. Preferably, the actuating device has two mutually rotatable ramps, by means of which an axial displacement of a pressure plate relative to a pressure plate of the coupling device by rotation is feasible. Preferably, the actuating device has a planetary gear, which acts on the eddy current brake. By this planetary gear generated by the eddy current brake pilot torque is increased, thus increasing the effect of the eddy current brake.
Z.B. ist bei reinem elektromotorischen Antrieb die Zuschaltkupplung offen, so dass die Brennkraftmaschine vom Antriebsstrang abgekoppelt ist. Wenn eine höhere Leistung benötigt wird oder der elektrische Energievorrat zur Neige geht, wird die Brennkraftmaschine durch teilweise Schließen der Zuschaltkupplung gestartet, indem die Zuschaltkupplung in den Schubbetrieb geht. Bevorzugt wird hierzu die Wirbelstrombremse geschlossen, so dass innerhalb der Zuschaltkupplung die Wirbelstrombremse eine der Rampen bremst, so dass eine Drehzahldifferenz der verdrehbaren Rampen entsteht, in Folge der die Zuschaltkupplung zumindest teilweise einrückt. Hierdurch wird die Brennkraftmaschine durch den Elektromotor gestartet. Wenn die Brennkraftmaschine schneller als der Elektromotor dreht (d.h. in den Zugbetrieb übergeht), schließt sich ein Freilauf, wodurch die Zuschaltkupplung vollständig eingerückt wird. Wenn sich der Freilauf im Zugbetrieb schließt, überträgt die Brennkraftmaschine einen Teil ihres Drehmoments über ein mit dem Freilauf verbundenes, zusätzliches Sonnenrad, sowie die Planeten und das Hohlrad eines Planetengetriebes, auf die hohlradseitige Rampe, so dass die Zuschaltkupplung vollständig eingerückt wird und dann das gesamte Drehmoment der Brennkraftmaschine im Zugbetrieb übertragen kann. Wenn die Wirbelstrombremse geöffnet wird, erfolgt das Ausrücken der Kupplung z.B. durch beim Einrücken vorgespannte Blatt- oder Schraubenfedern. Die Brennkraftmaschine wird bevorzugt während oder nach dem Ausrückvorgang ausgeschaltet.For example, in the case of a pure electromotive drive, the connection clutch is open, so that the internal combustion engine is decoupled from the drive train. If a higher power is needed or the electrical energy supply is running low, the engine is started by partially closing the cut-in clutch by the Zuschlopkupplung goes into overrun mode. For this purpose, the eddy current brake is preferably closed, so that the eddy current brake brakes one of the ramps within the engagement clutch, so that a rotational speed difference of the rotatable ramps arises, as a result of which the engagement clutch at least partially engages. As a result, the internal combustion engine is started by the electric motor. When the engine rotates faster than the electric motor (ie enters traction mode), a freewheel closes, thereby fully engaging the engagement clutch. When the freewheel closes in traction, the internal combustion engine transmits a part of its torque via a connected to the freewheel, additional sun gear, and the planet and the ring gear of a planetary gear, on the ring gear side ramp so that the Zuschaltkupplung is fully engaged and then can transmit the entire torque of the internal combustion engine in train operation. When the eddy current brake is opened, the disengagement of the clutch takes place, for example, by preloaded leaf or coil springs. The internal combustion engine is preferably switched off during or after the disengagement process.
Der Bremsenstator ist bevorzugt ein Bauteil, welches relativ gegenüber dem Bremsenrotor verdrehbar ist. Er weist bevorzugt eine Zentralspule als einzige Spule auf. Die Zentralspule weist bevorzugt eine rotationssymmetrische Form auf, bevorzugt konzentrisch zur Rotationsachse der Wirbelstrombremse. Der Bremsenstator weist bevorzugt einen ersten Klauenpol mit ersten Polklauen und einen zweiten Klauenpol mit zweiten Polklauen auf. Bevorzugt ist dabei die Zentralspule von dem ersten Klauenpol mit seinen ersten Polklauen und dem zweiten Klauenpol mit seinen zweiten Polklauen umgriffen.The brake stator is preferably a component which is rotatable relative to the brake rotor. He preferably has a central coil as the only coil. The central coil preferably has a rotationally symmetrical shape, preferably concentric with the axis of rotation of the eddy current brake. The brake stator preferably has a first claw pole with first pole claws and a second claw pole with second pole claws. In this case, the central coil is preferably encompassed by the first claw pole with its first pole claws and the second claw pole with its second pole claws.
Bevorzugt weist der erste Klauenpol einen Scheibenabschnitt auf. Der Scheibenabschnitt weist bevorzugt einen radial äußeren Rand auf. Die ersten Polklauen sind bevorzugt an dem radial äußeren Rand des Scheibenabschnitts angeordnet. Die ersten Polklauen sind bevorzugt zumindest abschnittsweise zu dem Scheibenabschnitt des ersten Klauenpols in etwa rechtwinklig abgewinkelt. Die ersten Polklauen sind bevorzugt an dem Scheibenabschnitt des ersten Klauenpols in Umfangsrichtung verteilt angeordnet. Zwischen den ersten Polklauen sind bevorzugt Lücken gebildet.The first claw pole preferably has a disc section. The disk portion preferably has a radially outer edge. The first pole claws are preferably arranged on the radially outer edge of the disc section. The first pole claws are preferably at least partially angled to the disc portion of the first claw pole approximately at right angles. The first pole claws are preferably distributed on the disc portion of the first claw pole in the circumferential direction. Gaps are preferably formed between the first pole claws.
Bevorzugt weist der zweite Klauenpol einen Scheibenabschnitt auf. Der Scheibenabschnitt weist bevorzugt einen radial äußeren Rand auf. Die zweiten Polklauen sind bevorzugt an dem radial äußeren Rand des Scheibenabschnitts angeordnet. Die zweiten Polklauen sind bevorzugt zumindest abschnittsweise zu dem Scheibenabschnitt des ersten Klauenpols in etwa rechtwinklig abgewinkelt. Die zweiten Polklauen sind bevorzugt an dem Scheibenabschnitt des zweiten Klauenpols in Umfangsrichtung verteilt angeordnet. Zwischen den zweiten Polklauen sind bevorzugt Lücken gebildet.The second claw pole preferably has a disc section. The disk portion preferably has a radially outer edge. The second pole claws are preferably arranged on the radially outer edge of the disc section. The second pole claws are preferably at least partially angled to the disc portion of the first claw pole approximately at right angles. The second pole claws are preferably distributed on the disc portion of the second claw pole in the circumferential direction. Gaps are preferably formed between the second pole claws.
Der erste Klauenpol und der zweite Klauenpol sind bevorzugt mit ihren Scheibenabschnitten zueinander parallel und voneinander beabstandet angeordnet. Die ersten Polklauen und/oder die zweiten Polklauen weisen bevorzugt jeweils ein freies Ende auf. Der erste Klauenpol und der zweite Klauenpol sind bevorzugt derart angeordnet, dass die freien Enden der ersten Polklauen und die freien Enden der zweiten Polklauen einander entgegengerichtet sind. Bevorzugt greifen die ersten Polklauen und die zweiten Polklauen jeweils wechselnd ineinander. Die ersten Polklauen greifen bevorzugt in die zwischen den zweiten Polklauen gebildeten Lücken ein. Die zweiten Polklauen greifen bevorzugt in die zwischen den zweiten Polklauen gebildeten Lücken ein. Bevorzugt sind die freien Enden der ersten Polklauen und/oder die freien Enden der zweiten Polklauen jeweils schmal zulaufend ausgeführt.The first claw pole and the second claw pole are preferably arranged with their disk sections parallel to one another and spaced apart from one another. The first pole claws and / or the second pole claws preferably each have a free end. The first claw pole and the second claw pole are preferably arranged such that the free ends of the first pole claws and the free ends of the second pole claws are opposed to each other. The first pole claws and the second pole claws preferably interengage alternately. The first pole claws preferably engage in the gaps formed between the second pole claws. The second pole claws preferably engage in the gaps formed between the second pole claws. Preferably, the free ends of the first Polklauen and / or the free ends of the second Polklauen are each made narrow tapered.
Der Bremsenstator weist bevorzugt einen Innenstator auf, welcher die (Zentral-)Spule und bevorzugt die Klauenpole aufweist und der Bremsenrotor befindet zumindest teilweise radial außerhalb des Innenstators.The brake stator preferably has an inner stator which has the (central) coil and preferably the claw poles, and the brake rotor is located at least partially radially outside the inner stator.
Der Bremsenrotor ist bevorzugt ein Bauteil, welches relativ gegenüber dem Bremsenstator verdrehbar ist.The brake rotor is preferably a component which is rotatable relative to the brake stator.
In dem Bremsbereich des Bremsenrotors sind die Wirbelströme durch ein von dem Bremsenstator ausgehendes Magnetfeld erzeugbar. Der Bremsbereich ist bevorzugt ein zylindermantelförmiger und/oder ein scheibenförmiger Teilbereich des Bremsenrotors.In the braking region of the brake rotor, the eddy currents can be generated by a magnetic field emanating from the brake stator. The braking region is preferably a cylinder jacket-shaped and / or a disk-shaped partial region of the brake rotor.
Bevorzugt ist der Bremsenrotor scheibenartig ausgebildet, besonders bevorzugt topfartig ausgebildet, d.h. er weist einen sich radial erstreckenden, bevorzugt scheibenförmigen Abschnitt bzw. Bodenabschnitt auf und einen sich axial erstreckenden, bevorzugt zylindermantelförmigen Abschnitt bzw. Wandabschnitt. Er kann dabei einstückig oder mehrstückig sein. Der Bremsbereich ist dabei bevorzugt Teil des sich radial erstreckenden Abschnitts und/oder des sich axial erstreckenden Abschnitts oder der sich radial erstreckende Abschnitt und/oder der sich axial erstreckende Abschnitt sind durch den Bremsbereich gebildet. Besonders bevorzugt befindet sich der Bremsbereich zumindest teilweise radial außerhalb des Innenstators. Z.B. weist der Bremsenrotor eine topfartige Form mit einem Wandabschnitt als Bremsbereich auf und der Wandabschnitt ist radial außerhalb des Innenstators angeordnet. Bevorzugt weist der Innenstator dabei Polklauen auf, welche direkt dem Bremsbereich gegenüberliegen und durch einen Luftspalt von diesem beabstandet sind. Der Bremsenrotor weist bevorzugt dabei auch einen Bodenabschnitt auf und ist mit diesem Bodenabschnitt an dem Scheibenabschnitt des zweiten Klauenpols mit einem dazwischenliegenden Abstand angeordnet, wobei bevorzugt Bodenabschnitt und Scheibenabschnitt parallel zueinander angeordnet sind.Preferably, the brake rotor is disc-like, more preferably pot-shaped, i. it has a radially extending, preferably disk-shaped section or bottom section and an axially extending, preferably cylinder jacket-shaped section or wall section. He can be one-piece or multi-piece. The brake region is preferably part of the radially extending portion and / or the axially extending portion or the radially extending portion and / or the axially extending portion are formed by the braking region. Particularly preferably, the braking area is at least partially radially outside of the inner stator. For example, For example, the brake rotor has a pot-like shape with a wall portion as the braking portion, and the wall portion is disposed radially outside of the inner stator. In this case, the inner stator preferably has pole claws, which lie directly opposite the braking region and are spaced therefrom by an air gap. The brake rotor preferably also has a bottom portion and is arranged with this bottom portion on the disk portion of the second claw pole with an intermediate distance, wherein preferably bottom portion and disk portion are arranged parallel to each other.
Die erste Schicht (auch als erste Materialschicht bezeichenbar) des Bremsbereichs weist bevorzugt eine maximale Dicke von 10 mm bevorzugt 5 mm, besonders bevorzugt 1 mm auf. Besonders bevorzugt weist sie eine (im Wesentlichen, d.h. z.B. mit Toleranz von ± 0,1 mm) gleichbleibende Dicke auf. Aus mechanischer und thermischer Sicht ist eine möglichst große Materialstärke bzw. Dicke (5-10 mm) zu wählen. Zudem verringert sich der Widerstand (größerer Querschnitt) bei einer möglichst großen Materialstärke wodurch die Position des maximalen Momentes optimiert werden kann. Die reale Materialstärke wird allerdings hauptsächlich durch die Wahl des Materials beeinflusst. Handelt es sich um ein ferromagnetisches Material (z.B. Eisen), so hat eine steigende Materialstärke keinen Einfluss auf den Luftspalt im magnetischen Kreis (Luftspalt entspricht lediglich dem optisch erkennbaren Luftspalt zwischen Magnetpol und elektrisch leitendem Material). Wird hingegen ein paramagnetisches Material (z.B. Alu, Nickel) oder diamagnetisches Material (z.B. Kupfer) verwendet, so nimmt der Luftspalt mit steigender Materialstärke zu, da das Scheibenmaterial die gleiche Permeabilität wie Luft hat (Luftspalt entspricht dem optisch erkennbaren Luftspalt plus der Dicke des elektrisch leitenden Materials). Ein größer werdender Luftspalt wirkt sich negativ auf das Magnetfeld aus, da der magnetische Widerstand steigt und somit die Flussdichte im Luftspalt bei sonst gleicher Magnetgeometrie sinkt. Dies hat wiederum ein verringertes Bremsmoment der Wirbelstrombremse zur Folge. Aus diesem Grund liegt die Materialstärke bei para- und diamagnetischen Materialien in der Regel im Bereich von 1-3 mm.The first layer (also denoted as first material layer) of the braking region preferably has a maximum thickness of 10 mm, preferably 5 mm, particularly preferably 1 mm. Particularly preferably, it has a (substantially, ie, for example, with a tolerance of ± 0.1 mm) constant thickness. From the mechanical and thermal point of view, the largest possible material thickness or thickness (5-10 mm) should be selected. In addition, the resistance (larger cross section) decreases with the largest possible material thickness whereby the position of the maximum torque can be optimized. The real material thickness, however, is mainly influenced by the choice of material. If it is a ferromagnetic material (eg iron), then an increasing material thickness has no influence on the air gap in the magnetic circuit (air gap corresponds only to the optically detectable air gap between magnetic pole and electrically conductive material). If, on the other hand, a paramagnetic material (eg aluminum, nickel) or diamagnetic material (eg copper) is used, the air gap increases with increasing material thickness, since the disk material has the same permeability as air (air gap corresponds to the optically recognizable air gap plus the thickness of the electric conductive material). An increasing air gap has a negative effect on the magnetic field, since the magnetic resistance increases and thus the flux density in the air gap decreases with otherwise the same magnet geometry. This in turn results in a reduced braking torque of the eddy current brake. For this reason, the material thickness of para and diamagnetic materials is usually in the range of 1-3 mm.
Die erste Schicht besteht bevorzugt aus einem (ersten) Material, das elektrisch leitend ist, damit sich in ihm die Wirbelströme vorteilhaft ausbilden können. Es ist bevorzugt ein möglichst gut elektrisch leitendes Material. Bevorzugt weist das Material eine elektrische Leitfähigkeit von mehr als 15·106 S/m, besonders bevorzugt mehr als 30·106 S/m auf (jeweils bei einer Temperatur von 300K). Z.B. ist das erste Material bevorzugt Eisen, Wolfram, Nickel. Besonders bevorzugt ist das erste Material Messing, Kupfer oder Aluminium. Die Wahl des elektrisch leitenden Materials wird in der Regel im Hinblick auf die geometrischen Abmessungen der Scheibe und der daraus resultierenden Relativgeschwindigkeit des "bewegten Leiters" sowie des gewünschten Drehzahl bzw. Wirkbereiches der Wirbelstrombremse durchgeführt. Mit steigendem spezifischem elektrischem Widerstand wird das maximale Bremsmoment erst bei höherer Relativgeschwindigkeit erreicht. Somit erfordern Anwendungen mit kleinem Wirkradius des elektrisch leitenden Materials und der Position des maximalen Moments bei kleinen Drehzahlen ein Material mit geringem spezifischem elektrischem Widerstand (z.B. Kupfer, Alu). Ist der Wirkradius hingegen größer und soll das maximale Moment erst bei größerer Scheibendrehzahl erreicht werden, so genügt ein Material mit größerem elektrischem Widerstand (z.B. Stahl).The first layer preferably consists of a (first) material which is electrically conductive, so that the eddy currents can advantageously form in it. It is preferably a very good electrically conductive material. The material preferably has an electrical conductivity of more than 15 × 10 6 S / m, more preferably more than 30 × 10 6 S / m (each at a temperature of 300 K). For example, the first material is preferably iron, tungsten, nickel. Particularly preferably, the first material is brass, copper or aluminum. The choice of the electrically conductive material is usually carried out with regard to the geometric dimensions of the disc and the resulting relative speed of the "moving conductor" and the desired speed or effective range of the eddy current brake. With increasing specific electrical resistance, the maximum braking torque is achieved only at higher relative speed. Thus, applications with small effective radius of the electrically conductive material and maximum torque position at low speeds require a material with low resistivity (eg copper, aluminum). On the other hand, if the effective radius is greater and the maximum torque is only to be achieved at a larger disk speed, then a material with greater electrical resistance (eg steel) is sufficient.
Die erste und die zweite Seitenfläche der ersten Schicht sind bevorzugt zwei bevorzugt im Wesentlichen parallel zueinander liegende Grenzflächen der ersten Schicht. Bei einem zylindermantelförmigen Bremsbereich sind dies z.B. eine innere und äußere Mantelfläche, bei einem scheibenförmigen Bremsbereich eine vordere Axialfläche und hintere Axialfläche des.The first and the second side surface of the first layer are preferably two boundary surfaces of the first layer that are preferably substantially parallel to one another. In a cylinder jacket brake region, these are e.g. an inner and outer circumferential surface, in a disk-shaped braking area a front axial surface and rear axial surface of the.
Die erste Seitenfläche ist der Spule zugewandt und die zweite Seitenfläche ist der Spule abgewandt. D.h. bevorzugt, dass die Spule, besonders bevorzugt der Mittelpunkt der Spule, einen kleineren Minimalabstand zu der ersten Seitenfläche aufweist als zu der zweiten Seitenfläche. Hierdurch sind mittels der Spule in Folge eines durch die Spule fließenden Stroms zwei Magnetpole bildbar, die beide auf einer Seite des Bremsbereichs angeordnet sind, d.h. näher an dieser Seite sind, so dass das Magnetfeld beider Pole ausgehend von dem jeweiligen Pol zunächst die erste Seitenfläche und erst dann die zweite Seitenfläche der ersten Schicht des Bremsbereichs durchdringt. Hierdurch wird ein Schließen des magnetischen Kreises aus Sicht der Spule jenseits der ersten Schicht des Bremsbereichs erzwungen, so dass im Ergebnis eine Magnetfeldlinie die erste Schicht des Bremsbereichs zweimal durchlaufen muss, was zu einer noch effizienteren Wirbelstromerzeugung führt.The first side surface faces the spool and the second side surface faces away from the spool. That preferred that the coil, more preferably the center of the coil, a smaller minimum distance to the first side surface than to the second side surface. In this way, by means of the coil as a result of a current flowing through the coil two magnetic poles are formed, which are both arranged on one side of the braking region, i. are closer to this side, so that the magnetic field of both poles, starting from the respective pole first penetrates the first side surface and only then the second side surface of the first layer of the braking region. As a result, closure of the magnetic circuit is forced beyond the first layer of the braking region from the viewpoint of the coil, so that, as a result, a magnetic field line has to pass through the first layer of the braking region twice, resulting in even more efficient eddy current generation.
Die zweite Schicht (auch als zweite Materialschicht bezeichenbar) weist bevorzugt eine minimale Dicke von mehr als 10 mm bevorzugt mehr als 5 mm, besonders bevorzugt mehr als 1 mm auf. Besonders bevorzugt weist sie eine (im Wesentlichen, d.h. z.B. mit Toleranz von ± 0,1 mm) gleichbleibende Dicke auf. Besonders bevorzugt ist Materialstärke bzw. Dicke positionsabhängig. Sie ist prinzipiell so festzulegen, dass sich im gesamten magnetischen Kreis eine konstante Flussdichte - bei maximaler elektrischer Spulenleistung nahe der Sättigungspolarisation des verwendeten Materials - ergibt. Dies führt zu einer bestmöglichen Materialausnutzung und kann sehr einfach z.B. durch gesinterte Bauteile erreicht werden. Werden die Klauenpole hingegen aus Blech umgeformt, so ist darauf zu achten, dass die größte Flussdichte im Bereich der Pole auftritt. Wie aus
Die zweite Schicht ist magnetisch, damit sich in ihr der magnetische Kreis vorteilhaft schließen kann. Die Schicht besteht bevorzugt aus einem (zweiten) Material mit einer möglichst hohen magnetischen Permeabilität, besonders bevorzugt ein ferromagnetisches Material. Es weist bevorzugt eine relative Permeabilität µr von mindestens 200, bevorzugt mindestens 2000 auf. Bevorzugt besteht die zweite Schicht aus Eisen (mit einem möglichst hohen Reinheitsgrad), niedrig legiertem Stahl oder einer anderen Legierung wie z.B. Mu-Metall oder Fe-Si-Legierung.The second layer is magnetic, so that the magnetic circuit can advantageously close in it. The layer preferably consists of a (second) material with the highest possible magnetic permeability, particularly preferably a ferromagnetic material. It preferably has a relative permeability μr of at least 200, preferably at least 2000. Preferably, the second layer consists of iron (with the highest possible degree of purity), low alloy steel or other alloy such as Mu metal or Fe-Si alloy.
Die zweite Schicht ist bevorzugt drehfest gegenüber der ersten Schicht. Die zweite Schicht ist bevorzugt mit der zweiten Seitenfläche der ersten Schicht drehfest verbunden. Die zweite Schicht ist bevorzugt drehfest mit dem Bremsenrotor verbunden. Bevorzugt ist die erste Schicht zwischen der zweiten Schicht und der ersten Seitenfläche der ersten Schicht angeordnet. Bevorzugt ist die zweite Schicht an die zweite Seitenfläche der ersten Schicht befestigt oder die erste Schicht ist an die zweite Schicht über die zweite Seitenfläche der ersten Schicht befestigt. Die eine Schicht ist an die andere Schicht bevorzugt angeschweißt, angeschraubt oder besonders bevorzugt angepresst bzw. aufgepresst. Die zweite Schicht ist bevorzugt in Umfangsrichtung des Bremsrotors durchgehend im Bremsbereich vorhanden. Die zweite Schicht ist bevorzugt punktsymmetrisch in Bezug auf einen Punkt auf der Rotationsachse des Bremsrotors.The second layer is preferably non-rotatable with respect to the first layer. The second layer is preferably non-rotatably connected to the second side surface of the first layer. The second layer is preferably non-rotatably connected to the brake rotor. Preferably, the first layer is disposed between the second layer and the first side surface of the first layer. Preferably, the second layer is attached to the second side surface of the first layer, or the first layer is attached to the second layer via the second side surface of the first layer. The one layer is preferably welded to the other layer, screwed or particularly preferably pressed or pressed. The second layer is preferably present in the circumferential direction of the brake rotor continuously in the braking area. The second layer is preferably point-symmetrical with respect to a point on the axis of rotation of the brake rotor.
Bei der Kupplungsvorrichtung ist der Bremsbereich zumindest teilweise zylindermantelförmig ausgebildet und ist die zweite Schicht aus einem ringförmigen Material gebildet.In the case of the coupling device, the braking region is at least partially designed as a cylinder jacket, and the second layer is formed from an annular material.
Hierdurch ist eine vorteilhafte Anordnung des Bremsbereichs in einem bezüglich der radialen Gesamtausdehung der Wirbelstrombremse weit radial außen liegenden Bereich möglich, wodurch das Bremsmoment erhöht wird, da einerseits die Fläche des Bremsbereich größer ist und andererseits der Abstand zur Rotationsachse.In this way, an advantageous arrangement of the braking area in a region of the radial total extent of the eddy current brake far radially outer region is possible, whereby the braking torque is increased because on the one hand, the surface of the brake area is greater and on the other hand the distance to the axis of rotation.
Bevorzugt weist der Bremsrotor ein topfartiges Bauteil aus einem elektrisch leitenden Material auf, wobei der Wandbereich dieses Bauteils Teil des Bremsbereichs ist. Dieser Wandbereich ist zylindermantelförmig ausgebildet und auf diesen Wandbereich wird außen (im Falle eines Innenstators) die ringförmig vorgeformte zweite Schicht befestigt.The brake rotor preferably has a pot-like component made of an electrically conductive material, wherein the wall region of this component is part of the braking region. This wall portion is formed cylindrical barrel-shaped and on this wall portion outside (in the case of an inner stator), the annular preformed second layer attached.
Bei einer weiteren erfindungsgemäßen Kupplungsvorrichtung ist die zweite Schicht mittels einer Presspassung an die zweite Seitenfläche befestigt. Bei einem weiteren erfindungsgemäßen Verfahren wird die zweite Schicht durch einen Aufpressvorgang an die zweite Seitenfläche befestigt.In a further coupling device according to the invention, the second layer is attached by means of a press fit to the second side surface. In a further method according to the invention, the second layer is attached to the second side surface by a pressing-on process.
Hierdurch wird eine gleichmäßig haftende, einfach zu realisierende Befestigung der zweiten Schicht erreicht. Bevorzugt wird auf den Wandbereich des topfartigen Bauteils des Rotors außen (im Falle eines Innenstators) die ringförmig vorgeformte zweite Schicht aufgepresst.As a result, a uniform adherent, easy to implement attachment of the second layer is achieved. Preferably, the ring-shaped preformed second layer is pressed onto the wall region of the cup-shaped component of the rotor on the outside (in the case of an internal stator).
Bei einem weiteren erfindungsgemäßen Verfahren wird die zweite Schicht ringförmig vorgeformt und der Aufpressvorgang beinhaltet ein Aufpressen der ringförmig vorgeformten zweiten Schicht auf einen zylindermantelförmigen Wandbereich des Bremsenrotors.In a further method according to the invention, the second layer is preformed in an annular manner and the pressing process involves pressing the annular preformed second layer onto a cylinder jacket-shaped wall region of the brake rotor.
Bei einer weiteren erfindungsgemäßen Kupplungsvorrichtung ist die zweite Schicht radial außerhalb der ersten Schicht angeordnet und der Bremsenstator weist einen Innenstator auf, der die Spule enthält.In a further coupling device according to the invention, the second layer is arranged radially outside the first layer and the brake stator has an inner stator which contains the coil.
Somit ist die Spule radial innerhalb der ersten Schicht angeordnet. Hierdurch wird eine besonders kompakte Bauweise erreicht, bei welcher der Bremsbereich außerdem einen großen Radius aufweisen kann, so dass das Bremsmoment sehr vorteilhaft ist.Thus, the coil is disposed radially inside the first layer. As a result, a particularly compact design is achieved, in which the braking region can also have a large radius, so that the braking torque is very advantageous.
Bei einer weiteren erfindungsgemäßen Kupplungsvorrichtung ist zwischen dem Innenstator und der ersten Schicht ein minimaler Luftspalt vorhanden, der kleiner ist als ein minimaler Luftspalt zwischen der zweiten Schicht und einem der zweiten Schicht benachbarten Statorbauteil.In a further coupling device according to the invention, a minimum air gap is present between the inner stator and the first layer which is smaller than a minimum air gap between the second layer and a stator component adjacent to the second layer.
Hierdurch ist der Bremsenrotor gegenüber dem Innenstator mit dem kleinsten Luftspalt beabstandet. Dies ist möglich, da andere Luftspalte an Einfluss verlieren, da sich der magnetische Kreis bereits in der zweiten Schicht schließen kann. Durch das Vorsehen größerer Abstände bzw. Luftspalte gegenüber der zweiten Schicht oder anderen Statorbauteilen können Fehlfunktionen in Folg einer Berührung des Rotors mit äußeren Bauteilen des Stators vermieden werden.As a result, the brake rotor is spaced from the inner stator with the smallest air gap. This is possible because other air gaps lose influence because the magnetic circuit can already close in the second layer. By providing larger distances or air gaps relative to the second layer or other stator components, malfunctions in consequence of contact of the rotor with outer components of the stator can be avoided.
Ein Statorbauteil ist ein Bauteil, welches gegenüber dem Bremsenrotor relativ verdrehbar ist. Es kann ein Teil eines Innenstators oder Außenstators sein, bevorzugt eines Außenstators.A stator component is a component which is relatively rotatable relative to the brake rotor. It may be part of an inner stator or outer stator, preferably an outer stator.
Unter einem minimalen Luftspalt wird bevorzugt der Luftspalt zwischen zwei Bauteilen an der Stelle des kleinsten Abstands dieser Teile verstanden.A minimum air gap is preferably understood to mean the air gap between two components at the location of the smallest distance of these parts.
Bei der Kupplungsvorrichtung ist die Ausdehnung der zweiten Schicht in axialer Richtung größer als in radialer Richtung.In the coupling device, the extent of the second layer in the axial direction is greater than in the radial direction.
Hierdurch wird eine besonders großflächige Ausdehnung der zweiten Schicht senkrecht zum einwirkenden Magnetfeld erreicht und somit eine höhere Effizienz.As a result, a particularly large-area expansion of the second layer is achieved perpendicular to the applied magnetic field and thus a higher efficiency.
Bei einer weiteren erfindungsgemäßen Kupplungsvorrichtung ist die zweite Schicht dicker als die erste Schicht.In a further coupling device according to the invention, the second layer is thicker than the first layer.
Bevorzugt ist das Schichtdickenverhältnis der zweiten Schicht zur ersten Schicht im Bereich von größer als 1:1 bis inklusive 1,5:1, bevorzugt größer als 1,5:1, besonders bevorzugt größer oder gleich 2:1, ganz besonders bevorzugt größer oder gleich 4:1. Hierdurch ergeben sich jeweils vorteilhafte Verhältnisse von magnetischer Permeabilität und elektrischer Leitfähigkeit des Bremsbereichs. In der praktischen Anwendung erzielen Schichtdickenverhältnisse von 1:1 - 1,5:1 einen ausreichend vorteilhaften Effekt.The layer thickness ratio of the second layer to the first layer is preferably in the range from greater than 1: 1 to 1.5: 1, preferably greater than 1.5: 1, more preferably greater than or equal to 2: 1, most preferably greater than or equal to 4: 1. This results in each case advantageous ratios of magnetic permeability and electrical conductivity of the brake area. In practical application, layer thickness ratios of 1: 1-1.5: 1 achieve a sufficiently advantageous effect.
Beispielhaft für mögliche Ausführungsformen der Erfindung zeigen
-
Fig. 1 eine Prinzipdarstellung einer erfindungsgemäßen Kupplungsvorrichtung mit Wirbelstrombremse, -
Fig. 2 eine perspektivische Schnittdarstellung der Wirbelstrombremse gemäß dem Stand der Technik, -
Fig. 3a eine Schnittdarstellung einer erfindungsgemäßen Wirbelstrombremse und -
Fig. 3b eine Schnittdarstellung der erfindungsgemäßen Wirbelstrombremse ausFig. 3 entlang A-A.
-
Fig. 1 a schematic diagram of an inventive coupling device with eddy current brake, -
Fig. 2 a perspective sectional view of the eddy current brake according to the prior art, -
Fig. 3a a sectional view of an eddy current brake according to the invention and -
Fig. 3b a sectional view of the eddy current brake according to the inventionFig. 3 along AA.
Im Betrieb der Kupplungseinrichtung 102 wird durch Aktivieren der Wirbelstrombremse 300, d.h. durch Bestromung der Spule 320 ein Magnetfeld erzeugt, welches in der ersten Schicht 324 Wirbelströme erzeugt. Durch die zweite Schicht 325 schließt sich der magnetische Kreis (gestrichelt angedeutet) in der zweiten Schicht 325 und somit bereits im Bremsenrotor 302.In operation of the
Hierdurch wird insbesondere vermieden, dass das Magnetfeld noch einen weiteren Luftspalt z.B. zu einem Außenstator passieren muss. Somit kann der Abstand zum Außenstator oder einem anderen Bauteil in der Nähe des Bremsenrotors 302 vergrößert und somit die Betriebssicherheit erhöht werden. Außerdem gewinnt der Bremsenrotor 302 an Wärmekapazität hinzu, wodurch einer Überhitzung besser vorgebeugt ist und ein Wirkungsgrad aufgrund der geringeren Luftspaltdistanz des magnetischen Kreises wird erreicht.In this way, in particular, it is avoided that the magnetic field has yet to pass through another air gap, for example to an external stator. Thus, the distance to the outer stator or another component in the vicinity of the
Eine solche Wirbelstrombremse 300 weist zwischen dem Außenstator 306 und der ersten Schicht 324 einen Luftspalt auf und der magnetische Kreis muss sich zusätzlich über diesen Luftspalt schließen.Such an
Im Betrieb der Kupplungseinrichtung verläuft der magnetische Kreis entlang des angedeuteten Pfads von ① über ② nach ③. Von einer Polklaue 318 des hier zweiten Klauenpols 314 verläuft er über den Luftspalt zwischen Innenstator 304 und der ersten Schicht 324 des Bremsenrotors 302. Er durchdringt die erste Schicht 324 (siehe ①) und geht in die zweite Schicht 325 über, wo er sich tangential in Richtung der beiden benachbarten Polklauen 312 des ersten Klauenpols 308 verteilt (siehe ②) und wieder zurück über die erste Schicht 324 den Luftspalt zwischen Innenstator 304 und der ersten Schicht 324 (siehe ③) in den ersten Klauenpol 308 verläuft.During operation of the coupling device, the magnetic circuit runs along the indicated path from ① via ② to ③. From a
Somit verläuft der magnetische Kreis nur noch über einen Luftspalt anstatt wie in
Mit dieser Erfindung wurde eine Kupplungseinrichtung mit einer Wirbelstrombremse mit reduziertem Luftspalt vorgestellt. Dabei wird der magnetische Kreis nicht wie bisher über den äußeren Stator, sondern über einen mit dem Bremsenrotor (z.B. eine Bremsscheibe) mitrotierenden Zusatzschicht (z.B. in Ringform), geschlossen. Diese wird vorzugweise aus einem Material mit möglichst hoher Permeabilität ausgeführt und direkt auf den Wirbelstromring aufgepresst. Durch diese Anordnung kann eine Fehlfunktion durch die Berührung des Rotors und des äußeren Stators ausgeschlossen werden. Durch den verringerten Luftspalt wird weiterhin die magnetische Flussdichte im Luftspalt und damit das Bremsmoment der Wirbelstrombremse gesteigert. Weiterhin hat diese Variante den Vorteil, dass sich die thermische Masse der Scheibe vergrößert und sich diese damit bei der Generierung des Bremsmomentes für den Motorstart (bzw. im Schubbetrieb zur Ankopplung des Verbrenners) weniger erwärmt.With this invention, a clutch device with an eddy current brake with reduced air gap has been presented. The magnetic circuit is not as previously on the outer stator, but via a co-rotating with the brake rotor (eg a brake disc) additional layer (eg in ring form), closed. This is preferably made of a material with the highest possible permeability and pressed directly onto the eddy current ring. By this arrangement, a malfunction by the contact of the rotor and the outer stator can be excluded. The reduced air gap further increases the magnetic flux density in the air gap and thus the braking torque of the eddy current brake. Furthermore, this variant has the advantage that increases the thermal mass of the disc and thus this less heated in the generation of the braking torque for the engine start (or in overrun for coupling the combustor).
- 102102
- Kupplungsvorrichtungcoupling device
- 204204
- Betätigungseinrichtungactuator
- 300300
- WirbelstrombremseEddy current brake
- 302302
- Bremsenrotorbrake rotor
- 303303
- BremsenstatorBremsenstator
- 304304
- Innenstatorinternal stator
- 306306
- Außenstatorouter stator
- 308308
- erste Klauenpolfirst claw pole
- 310310
- Scheibenabschnittdisk portion
- 312312
- Polklauepole claw
- 314314
- zweiter Klauenpolsecond claw pole
- 316316
- Scheibenabschnittdisk portion
- 318318
- Polklauepole claw
- 320320
- Zentralspulecentral coil
- 322322
- Bodenabschnittbottom section
- 323323
- Bremsbereichbraking range
- 324324
- erste Schichtfirst shift
- 324.1324.1
- erste Seitenflächefirst side surface
- 324.2324.2
- zweite Seitenflächesecond side surface
- 325325
- zweite Schichtsecond layer
- 326326
- Trägerteilsupport part
- 328328
- Lagercamp
Claims (5)
- Clutch apparatus (102) having
an actuating device (204) which has an electric eddy current brake (300), the eddy current brake (300) having:a brake stator (303) with at least one coil (320), anda brake rotor (302) with a brake region (323) of at least partially cylinder shell-shaped configuration,the brake region (323) having a first layer (324) which is electrically conductive and a first side face (324.1) and a second side face (324.2), and having a second layer (325) which is formed from an annular material, is magnetic and is connected to the second side face (324.2), andthe first side face (324.1) facing the coil (320), and the second side face (324.2) facing away from the coil (320),characterized in thatthe extent of the second layer (325) is greater in the axial direction than in the radial direction. - Clutch apparatus (102) according to Claim 1, the second layer (325) being fastened to the second side face (324.2) by means of an interference fit.
- Clutch apparatus (102) according to Claim 1 or 2, the second layer (325) being arranged radially outside the first layer (324), and the brake stator (303) having an inner stator (304) which comprises the coil (320).
- Clutch apparatus (102) according to Claim 3, there being a minimum air gap between the inner stator (304) and the first layer (324), which minimum air gap is smaller than a minimum air gap between the second layer (325) and a stator component which is adjacent to the second layer (325).
- Clutch apparatus according to one of Claims 1 to 4, the second layer (325) being thicker than the first layer (324).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014208697 | 2014-05-09 | ||
PCT/DE2015/200259 WO2015169308A2 (en) | 2014-05-09 | 2015-04-16 | Coupling device with eddy current brake with reduced air gap |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3140561A2 EP3140561A2 (en) | 2017-03-15 |
EP3140561B1 true EP3140561B1 (en) | 2018-08-22 |
Family
ID=53276689
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15726526.5A Active EP3140561B1 (en) | 2014-05-09 | 2015-04-16 | Coupling device with eddy current brake with reduced air gap |
Country Status (6)
Country | Link |
---|---|
US (1) | US10260571B2 (en) |
EP (1) | EP3140561B1 (en) |
JP (1) | JP2017521611A (en) |
CN (1) | CN106460962B (en) |
DE (1) | DE112015002180A5 (en) |
WO (1) | WO2015169308A2 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107276305A (en) * | 2017-06-06 | 2017-10-20 | 哈尔滨工程大学 | A kind of rotor brake |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN111900855B (en) * | 2020-08-11 | 2023-03-24 | 哈尔滨工业大学 | High-speed eddy current brake with composite induction disc |
CN113193724B (en) * | 2021-04-30 | 2023-03-03 | 哈尔滨工业大学 | Low-inertia wide-speed-range permanent magnet eddy current brake |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2563424A (en) * | 1951-08-07 | Torque-transmitting coupling | ||
US2965777A (en) * | 1958-02-19 | 1960-12-20 | Eaton Mfg Co | Liquid-cooled electromagnetic coupling |
US3327822A (en) * | 1965-08-06 | 1967-06-27 | Bendix Corp | Electromagnetic clutch or brake |
DE3443523C2 (en) * | 1984-11-29 | 1996-02-29 | Stromag Maschf | Two-stage coupling for driving a cooling fan |
US5687822A (en) * | 1995-03-08 | 1997-11-18 | Ogura Clutch Co., Ltd. | Electromagnetic spring clutch |
JP2004308903A (en) * | 2003-04-07 | 2004-11-04 | Luk Lamellen & Kupplungsbau Beteiligungs Kg | Electromagnetic friction clutch |
FR2865867B1 (en) * | 2004-01-29 | 2006-11-24 | Renault Sas | ELECTROMAGNETIC COUPLER |
CN2906200Y (en) * | 2006-06-14 | 2007-05-30 | 区聘维 | Turbine type liquid eddy current rail brake with improved structure |
DE102009033179A1 (en) * | 2009-07-13 | 2011-01-27 | Licos Trucktec Gmbh | Electromagnetic friction clutch |
CN103998811B (en) | 2011-12-14 | 2016-10-05 | 舍弗勒技术股份两合公司 | Clutch apparatus |
EP2803878B1 (en) * | 2012-01-11 | 2020-11-04 | Longkou Zhongyu Machinery Co. Ltd | Electromagnetic driving device and methods for manufacturing and controlling same |
DE112014005279A5 (en) | 2013-11-13 | 2016-10-20 | Schaeffler Technologies AG & Co. KG | Coupling device and motor vehicle drive train |
CN103683645B (en) * | 2013-12-16 | 2016-06-15 | 陕西通运专用汽车集团有限公司 | Electric eddy current brake for heavy mining truck |
US9866088B1 (en) * | 2014-09-26 | 2018-01-09 | Hydro-Gear Limited Partnership | Combination electric generator with electric clutch |
US10400829B2 (en) * | 2016-10-31 | 2019-09-03 | Toyota Motor Engineering & Manufacturing North America, Inc. | Method and mechanism for open clutch drag reduction |
-
2015
- 2015-04-16 DE DE112015002180.9T patent/DE112015002180A5/en not_active Withdrawn
- 2015-04-16 WO PCT/DE2015/200259 patent/WO2015169308A2/en active Application Filing
- 2015-04-16 CN CN201580024310.XA patent/CN106460962B/en active Active
- 2015-04-16 JP JP2016567182A patent/JP2017521611A/en active Pending
- 2015-04-16 EP EP15726526.5A patent/EP3140561B1/en active Active
- 2015-04-16 US US15/308,757 patent/US10260571B2/en active Active
Non-Patent Citations (1)
Title |
---|
None * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN107276305A (en) * | 2017-06-06 | 2017-10-20 | 哈尔滨工程大学 | A kind of rotor brake |
CN107276305B (en) * | 2017-06-06 | 2020-05-15 | 哈尔滨工程大学 | Rotor braking device |
Also Published As
Publication number | Publication date |
---|---|
EP3140561A2 (en) | 2017-03-15 |
WO2015169308A2 (en) | 2015-11-12 |
JP2017521611A (en) | 2017-08-03 |
DE112015002180A5 (en) | 2017-01-26 |
US10260571B2 (en) | 2019-04-16 |
WO2015169308A3 (en) | 2016-03-24 |
US20170191533A1 (en) | 2017-07-06 |
CN106460962A (en) | 2017-02-22 |
CN106460962B (en) | 2019-07-02 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP3337999B1 (en) | Clutch device for a hybrid drive system | |
EP2101396B1 (en) | Rotor for an electric machine and electric machine for power transmission in a motor vehicle | |
WO2005095765A1 (en) | Electric camshaft adjuster comprising a pancake motor | |
EP2275701B1 (en) | Electromagnetic friction coupling | |
EP3538784B1 (en) | Clutch assembly and drive assembly | |
DE19927261A1 (en) | Drive system, especially for motor vehicle, has rotor connected to flywheel mass arrangement via connecting region with higher thermal conducting resistance than bounding area(s) | |
WO2013127626A2 (en) | Pump arrangement | |
DE102014209809A1 (en) | clutch | |
EP3140561B1 (en) | Coupling device with eddy current brake with reduced air gap | |
DE19746359A1 (en) | Pump, in particular adjustable coolant pump, for motor vehicles | |
DE102014202912A1 (en) | Electric machine with a fluid channel | |
DE102013225355A1 (en) | Actuator for a clutch, clutch, electric drive module and method for assembling a clutch | |
DE102012219043A1 (en) | Eddy-current brake for controlling combustion engine in power train of hybrid vehicle, has metallic disc comprising first layer formed from material having high permeability, and second layer formed of material having low resistivity | |
EP2262989B1 (en) | Friction clutch and drive system for cooling an internal combustion engine of a vehicle with a friction clutch | |
WO2019193122A1 (en) | Rotary-induction heat generator with direct current excitation, extremely small electrical/kinetic efficiency, and extremely high thermal cop | |
WO2012034624A1 (en) | Electric motor | |
DE102010043264A1 (en) | Adjustable fluid friction clutch for power regulation of coolant pump and for use in drive for driving coolant pump, has a propelled side and driven off side, which are separated from each other | |
EP3069039B1 (en) | Actuation device for a clutch device | |
DE102013202459A1 (en) | Halt brake for seating device, has magnetic coil whose magnetic flux is passed over profiles in currentless state, where reluctance force is generated by flux in circumferential direction of rotor and forms air gaps between profiles | |
WO1994003960A1 (en) | Electric machine system | |
EP3298297B1 (en) | Brake arrangement and method for operating a brake arrangement | |
DE102018006725A1 (en) | Electromagnetically actuated brake assembly and method for putting into operation or maintenance of an electromagnetically actuated brake assembly | |
DE10033424A1 (en) | Electrical machine e.g. permanent synchronous machine in drive train of vehicle, has rotor held by carrier on shaft with system of guides in rotor and stator which are disengaged axially for rotary motion of electrical machine | |
EP2504600B1 (en) | Electromagnetically actuable brake and method for operating a brake | |
DE102015200667A1 (en) | Coupling arrangement with electromagnetic actuator |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE |
|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
17P | Request for examination filed |
Effective date: 20161209 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
DAV | Request for validation of the european patent (deleted) | ||
DAX | Request for extension of the european patent (deleted) | ||
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20180424 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 1032888 Country of ref document: AT Kind code of ref document: T Effective date: 20180915 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: GERMAN |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 502015005567 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: MP Effective date: 20180822 |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181222 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181122 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181122 Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181123 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 502015005567 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed |
Effective date: 20190523 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
REG | Reference to a national code |
Ref country code: BE Ref legal event code: MM Effective date: 20190430 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20190416 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190416 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190416 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190430 Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190430 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190430 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190416 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181222 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: MM01 Ref document number: 1032888 Country of ref document: AT Kind code of ref document: T Effective date: 20200416 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO Effective date: 20150416 Ref country code: MT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20200416 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180822 |
|
P01 | Opt-out of the competence of the unified patent court (upc) registered |
Effective date: 20230523 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20230424 Year of fee payment: 9 Ref country code: DE Payment date: 20230620 Year of fee payment: 9 |